US3896685A - Transmission control for a transmission having one drive establishing device for two independent drive functions - Google Patents

Transmission control for a transmission having one drive establishing device for two independent drive functions Download PDF

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Publication number
US3896685A
US3896685A US396569A US39656973A US3896685A US 3896685 A US3896685 A US 3896685A US 396569 A US396569 A US 396569A US 39656973 A US39656973 A US 39656973A US 3896685 A US3896685 A US 3896685A
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United States
Prior art keywords
pressure
valve
passage
shift
drive
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US396569A
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English (en)
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Carl E Shellman
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Motors Liquidation Co
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General Motors Corp
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Priority to US396569A priority Critical patent/US3896685A/en
Priority to CA190,583A priority patent/CA990619A/en
Priority to GB3398974A priority patent/GB1427686A/en
Priority to AU72161/74A priority patent/AU476487B2/en
Priority to DE19742439174 priority patent/DE2439174C3/de
Priority to BR7436/74A priority patent/BR7407436D0/pt
Priority to FR7430458A priority patent/FR2243374B1/fr
Priority to JP10444074A priority patent/JPS5330862B2/ja
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/065—Smoothing ratio shift by controlling rate of change of fluid pressure using fluid control means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0485—Smoothing ratio shift during range shift from neutral (N) to reverse (R)
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S74/00—Machine element or mechanism
    • Y10S74/01—Hydraulic control systems automatic automotive controls

Definitions

  • This invention relates to hydraulic transmission controls and more particularly to transmission controls having a control valve for controlling the engagement pressure of a single drive establishing device at separate levels for different drive ratios.
  • Prior art transmissions and controls wherein a single servo operated drive establishing device is used to establish separate drive functions in the transmission, incorporate different areas on the engaging servo member such that different engagement forces can be used for the separate drive functions. This has been done particularly where a disc type brake is used to establish both the forward and reverse drive functions in a transmission. The engagement forces are generally considerably different in transmissions of this type, such that the reverse reaction is higher than the forward reaction. The cost of manufacturing such servo devices, such as pistons to be slidably disposed in a stepped chamber, is considerably reduced by using a single area piston.
  • the present invention permits the use of a single area piston by controlling the pressure levels which are used to engage the drive establishing device. For example in reverse operation, since high reaction is necessary, a high engagement pressure is used, and in the low forward drive range, where less reaction is necessary, a low engagement pressure is used. This is accomplished by incorporating a valve between the pressure source and the drive establishing device. The valve is operable in response to reverse operation to fully open the piston engagement area to transmission line pressure, and during low opration, is operable to direct a reduced pressure to the piston engagement area. Thus, permitting separate engagement forces for the different drive functions.
  • FIG. 1 is a block diagram showing the arrangement of FIGS. 2a, 2b, 2c, and 2d;
  • FIGS. 2a, 2b, 2c, and 2d are combined as shown in FIG. 1 to illustrate the transmission control in diagrammatic form
  • FIG. 3 is a schematic diagram of the valving associated with the pressure boost system
  • FIG. 4 is a graph showing the pressure relationship in the pressure boost control system
  • FIG. 5 is a schematic diagram of the throttle valve system
  • FIG. 6 is a graph showing the pressure relationship of the throttle valve system
  • FIG. 7 is a sectional elevational view of the governor
  • FIG. 8 is a graph showing governor pressure relative to transmission output speed
  • FIG. 9 is a schematic diagram of the valving of the 1-2 shift system
  • FIG. 10 is a graph showing a pressure relationship found in the 1-2 shift system
  • FIG. 11 is a graph showing the pressure versus time relationship for the 1-2 shift system
  • FIG. 12 is a schematic diagram of the valving associated with the 2-3 upshift system
  • FIG. 13 is a graph showing pressure versus time relationship of the 2-3 upshift system
  • FIG. 14 is a schematic diagram of the valving associated with the 3-2 downshift system
  • FIG. 15 is a graph showing the pressure versus time relationship of the 3-2 downshift system
  • FIG. 16 is a schematic diagram of the valving associated with the low-reverse control
  • FIG. 17 is a graph depicting the pressure versus time relationship established by the valving in FIG. 16.
  • FIG. 18 is a schematic diagram of a transmission gearing arrangement which may be used with the control system of this invention.
  • a conventional fluid pump 10 which draws fluid from a reservoir 12 through a passage 14, and delivers the fluid to a main pressure passage 16.
  • the main line 16 is in fluid communication with a pressure regulator valve 18 and a manual valve 20.
  • the regulator valve 18 includes a valve spool 22 and an equal diameter spaced lands a, b, and c slidably disposed in a valve bore 24 and a compression spring 26 compressed between valve land a and one end of valve bore 24.
  • the valve bore 24 is in fluid communication with main passage 16 intermediate lands a and b and through a restriction 28 intermediate the space between valve land 0 and the end of valve bore 24.
  • the valve bore 24 is also in fluid communication with the return passage 14 and a converter feed passage 30 which directs fluid to a conventional torque converter 31.
  • line pressure in passage 16 acts on the end of valve land c to move the valve spool 22 against the compression spring 26 at a predetermined pressure to move the valve spool 22 in the bore 24 thereby permitting progressive fluid communication between line passage 16 and converter feed passage 30 and the remaining excess fluid is then communicated from line passage 16 to the return passage 14.
  • the predetermined pressure at which the regulator valve operates is determined by the compression spring 26 and fluid pressure in a chamber 32 formed by valve land a and one end of valve bore 24. Fluid pressure is communicated to the chamber 32 through a line boost passage 34.
  • the line boost passage 34 is in fluid communication with a shuttle valve 36 through which fluid pressure is communicated with the line boost passage 34 from either a shift TV passage 38 or a reverseintermediate-low (RIL) passage 40.
  • the RIL passage 40 is connected to a shuttle valve 42 through which fluid pressure is communicated to the RIL passage 40 from a reverse boost passage 44 or an intermediate boost passage 46.
  • the reverse boost passage 44 is in fluid communication with a reverse boost valve 48 while the intermediate boost passage is in fluid communication with an intermediate boost valve 50.
  • the shift TV passage 38 is in fluid communication with a shift modulator valve 52, the reverse boost valve 48, a throttle valve 54, a 1-2 shift valve 56, a 2-3 shift valve 58, and a trim valve 60.
  • the manual valve includes a valve spool 62 having a plurality of equal diameter spaced lands a, b, c, d, e, and fwhich are slidably disposed in a valve bore 64.
  • the valve spool 62 is selectively movable to a plurality of positions including Park (P), Reverse (R), Neutral (N), Forward Drive (D), Intermediate (I), and Low (L).
  • the line passage 16 is in fluid communication with a reverse-neutral-driveintermediate (RNDI) passage 66, a reverse-neutraldrive (RND) passage 68 between lands a and b, while a reverse passage 70 is in fluid communication with an exhaust passage 72 between lands b and c, and a drive passage 74, a low passage 76 and an intermediate passage 78 are communicated to exhaust at the end of the valve bore 64.
  • RPDI reverse-neutral-driveintermediate
  • RMD reverse-neutraldrive
  • a reverse passage 70 is in fluid communication with an exhaust passage 72 between lands b and c
  • a drive passage 74, a low passage 76 and an intermediate passage 78 are communicated to exhaust at the end of the valve bore 64.
  • the reverse passage 70 is in fluid communication with the reverse boost valve 48, the 2-3 shift valve 58, a low control valve 80, and a direct-reverse clutch 82.
  • the RND passage 68 is in fluid communication with the 2-3 shift valve 58.
  • the RNDI passage 66 is in fluid communication with the throttle valve 54.
  • the drive passage 74 is in fluid communication through a restriction 84 with a governor passage 85, the 1-2 shift valve 56, a forward clutch 88, and the trim valve 60.
  • the intermediate passage 78 is in fluid communication with the intermediate-low boost valve 50.
  • the low passage 76 is in fluid communication with the 1-2 shift valve 56.
  • the throttle valve 54 is a manually operated throttle valve having a valve spool 90 with equal diameter spaced lands a and b and a smaller diameter land c slidably disposed in a stepped valve bore 92.
  • the compression spring 94 is disposed between valve land a of spool and a manual control valve or plunger 96 which has a valve land 98 slidably disposed in a sleeve 100 which is secured in valve bore 92.
  • the control valve 96 also has an extension 102 extending out of the sleeve 100 which extension 102 is adapted to be connected to the throttle pedal of a vehicle thereby providing an input control member for the TV valve 54.
  • the compression spring 94 transmits the throttle force or position from the input member 96 to the valve spool 90 such that a pressure can be generated by the valve spool 90 proportional to throttle position.
  • the valve spool 90 In the position shown the valve spool 90 is in fluid communication with RNDI passage 66 intermediate lands a and b, a throttle valve pressure (TV) passage 104 adjacent land [2, and an exhaust passage intermediate lands b and c.
  • the TV passage 104 is also in fluid communication with a chamber 106 formed between the end of valve bore 92 and valve land 0.
  • the sleeve 100 has three ports 108, 110, and 112 which are in fluid communication with a shift TV (STV) passage 38, a part throttle TV (PTV) passage 114, and a detent (DET) passage 116, respectively.
  • STV shift TV
  • PTV part throttle TV
  • DET detent
  • the shift TV passage 38 is open to the differential area between valve land 98 and extension 102 through opening 108 while the part throttle Tv passage 114 and detent passage -116 are connected to exhaust through openings 110 and 112, respectively.
  • the valve land 98 will progressively provide communication between the shift TV passage 38 and the part throttle TV passage 114, and then opening the detent passage 116 to the shift TV passage 38.
  • the pressure in chamber 106 will be great enough to overcome the force of spring 94 which will cause the valve spool to move to the left thereby providing communication between the Tv passage 104 and the exhaust passage to permit a reduction of TV pressure until the spring force is accordingly balanced.
  • the TV pressure in passage 104 is communicated to the shift modulator valve 52.
  • the part throttle TV passage 114 is in fluid communication with 2-3 shift valve 58.
  • the detent passage 116 is in fluid communication with the 1-2 shift valve 56 and the 2-3 shift valve 58.
  • shift TV pressure in passage 38 increases directly with TV pressure in passage 104 up to a predetermined level.
  • the shift modulator valve 52 includes a valve spool 118 having equal diameter spaced lands a and b and a larger diameter land 0 slidably disposed in a stepped bore 120, and a compression spring 122 compressed between one end of the valve bore 120 and valve land c.
  • the valve bore 120 is in fluid communication with the shift TV passage 38, the TV passage 104, a third clutch passage 124 and a third accumulator passage 126. In the position shown, both the shift TV passage 38 and the TV passage 104 are in fluid communication with the valve bore 120 intermediate land b and c while the third clutch passage 124 is blocked by land b and the third accumulator passage 126 is open between lands a and b.
  • the TV pressure acts on the differential area between lands b and c such that as TV pressure increases, the unbalanced force on the differential area will cause the valve spool 118 to move to the right against spring 122.
  • the valve spool 118 will have been moved to the right sufficiently such that valve land b will block further fluid communication between the TV passage 104 and the differential area between lands b and 0 such that at this time shift TV pressure in passage 38 will be at maximum and remain constant for further increases in TV pressure.
  • valve land b will open for fluid communication between the passages 124 and 126 intermediate a and b.
  • the third clutch passage 124 is in fluid communication with the direct reverse clutch 82, a third clutch exhaust valve 128, and through a restriction 130 with the third accumulator passage 126.
  • the third accumulator passage 126 is in fluid communication through a one-way check valve 132 with the third clutch passage 124 and with an intermediate servo 134.
  • a restriction 135 is positioned in the third accumulator passage 126 between the shift modulator valve 52 and the intermediate servo 134.
  • the restriction 135 is of a larger diameter than the restriction 130 and the function of these restrictions will be described later.
  • the check valve 132 permits free fluid communication between the third clutch passage 124 and the third accumulator passage 126 when the pressure in the third clutch passage 124 is higher than pressure in the third accumulator passage 126. However, when fluid pressure in the third accumulator passage 126 is higher than pressure in the third clutch passage 124, the ball check valve 132 will be closed to prevent fluid communication therebetween. When the ball check valve 132 is closed, fluid communication from the third accumulator passage 126 is maintained with the third clutch passage 124 through either restriction 135 or 130, depending upon the position of the valve spool 118 of the shift modulator valve 52.
  • the governor passage 86 is in fluid communication with a governor 136.
  • the governor 136 includes a shaft member 138 rotatably supoorted in the transmission casing at both ends thereof.
  • a blind passage 140 is centrally disposed axially in the shaft 138 and communicates with the governor passage 86.
  • a pair of frusto conical openings 142 and 144 are formed in the shaft 138 and communicate with the central passage and with the sump of the transmission case.
  • a ball 146 is disposed in the opening 142, and a ball 148 is disposed in the opening 144. The ball 146 abuts an arm 150 which is integrally formed on a governor flyweight 152 which is pivotally connected to the shaft 138.
  • the ball 148 abuts an arm 154 which is integral with the governor flyweight 156 which is also pivotably mounted on the shaft 138.
  • a compression spring 158 is disposed between the flyweight 152 and the shaft 138 which urges the weight 152 outward providing a preload on the ball 146 through the arm 150.
  • the centrifugal force on weight 152 is transmitted to ball 146 through the arm 150, and the centrifugal force on weight 156 is transmitted to the ball 148 through the arm 154.
  • the weight 156 has a greater mass in the weight 152 such that at a given transmission output speed, the centrifugal force imposed on ball 148 will be greater than the centrifugal force imposed on ball 146.
  • the spring 158 provides a preload on the ball 146 such that at low output speeds, the combined forces of the spring 158 and the weight 152 are greater than the centrifugal force of the weight 156 on ball 148.
  • the ball 148 is unseated by fluid pressure in passage 86 to permit controlled exhaust of the fluid pressure therein.
  • the opening of the ball 148 controls the pressure in passage 86.
  • This is an exhaust control type governor.
  • the force imposed by the centrifugal weight 156 will be equal to the force imposed by the centrifugal weight 152 and spring 158. Above this speed, the force on ball 148 will increase at a greater rate than the force on ball 146. Therefore above this predetermined speed, the ball 146 will be forced open by fluid pressure in the governor passage 86 and this ball 146 will thereafter control the exhaust of governor pressure.
  • This provides a breaking type governor curve or a two-stage governor curve shown in FIG. 8, as it is commonly termed.
  • the fluid pressure in the governor passage 86 is communicated to the third clutch exhaust valve 128, the I-2 shift valve 56, and the 2-3 shift valve 58.
  • the 12 shift valve 56 includes a valve spool 162 having spaced equal diameter lands a and b and a larger diameter land c slidably disposed in a stepped valve bore 164, a valve spool 166 having equal diameter lands a and b, a larger diameter land c, a yet larger diameter land d, and still further larger diameter land e slidably disposed in a stepped valve bore 168 formed in a sleeve 170 which is secured in the valve bore 164, and a compression spring 172 compressed between valve land a of valve spool 166 and the end of valve bore 168 formed in the sleeve 170.
  • the valve bore 164 is in fluid communication with the governor passage 86 at a control chamber 174 formed between valve land a of spool 162 and the end of valve bore 164, a drive passage 74 intermediate lands a and b of spool 162, and a second ratio apply passage 176 intermediate valve spools 162 and 166 and intermediate valve lands b and c of spool 162, and an exhaust passage 178 intermediate valve spools 162 and 166.
  • the valve bore 168 is in fluid communication with a low feed passage 180 intermediate lands d and e of spool 166, the low passage 76 intermediate lands and d, the detent passage 116 intermediate lands b and c, an exhaust passage 182 intermediate lands a and b, the shift TV passage 38 adjacent one end of valve land a, and a passage 184 which is connected between one end ,of valve bore 168 and adjacent valve land a.
  • the drive passage 74 is blocked from fluid communication with the second ratio apply passage 176 by valve land b, the second ratio apply passage 176 is exhausted at 178, the low passage 76 and low feed passage 180 are connected adjacent land d, the detent passage 116 is open to the differential area between lands b and c, the shift TV passage 38 is open to the end of valve land a, and the passage 184 is blocked at one end by valve land a.
  • the drive passage 74 is in fluid communication with the second apply passage 176 between lands a and b while the second apply passage 176 is blocked from exhaust by valve land c, the low passage 76 is blocked from fluid communication with the low feed passage 180 by valve land e, the detent passage 116 remains open to the differential area between lands b and d, and the shift TV passage 38 is blocked by valve land a while the passage 184 is open to exhaust 182 between lands a and b.
  • the shift TV bias on the end of valve spool 166 is exhausted and cooperates with the differential area between lands b and c of spool 162 to create an upshift hysteresis of the 1-2 shift valve 56.
  • the 1-2 shift valve 56 is a governor and throttle pressure controlled shift valve similar in operation to the shift valves normally used in automatic transmissions.
  • the shift valve remains in the downshifted position shown until governor pressure in passage 86 is sufficient to overcome the force of spring 172 and shift TV pressure acting on the end of land a of spool 166.
  • the governor pressure does overcome the downshift biases created by shift TV and the spring 172, the valve spools 162 and 164 will move to the upshifted position. In the upshifted position the shift TV bias, as previously mentioned, is exhausted.
  • the detent passage 116 will provide a downshift bias on the valve spool 166 when the detent passage is opened to STV pressure in passage 38 through the throttle valve 54, if the operator should request a forced or detent downshift by moving the vehicle throttle pedal to the floor.
  • the STV pressure will cause the l-2 shift valve 56 to downshift if the STV pressure in detent passage 116 acting on the differential between lands b and d of spool 166 and the force in spring 172 is sufficient to overcome governor pressure acting on valve land a of spool 162.
  • shift Tv pressure in passage 38 will again be acting on valve land a thus providing an upshift hysteresis after the forced downshift has occurred, however, STV pressure in passage 116 will act on the differential area of lands b and c. That is, after a forced downshift has occured, a higher governor pressure will be required to then upshift the transmission control from first to second ratio.
  • the 2-3 shift valve 58 is a two spool valve similar to the 1-2 shift valve 56 described above.
  • the shift valve 58 includes a valve spool 186 having equal diameter spaced valve lands a and b and a larger diameter land 0 slidably disposed in a stepped valve bore 188, a valve spool 190 having equal diameter spaced lands a and b, a larger diameter land 0 and an even larger diameter land d slidably disposed in a stepped bore 192 formed in a sleeve 194 which is secured in the valve bore 188, and a compression spring 196 which is compressed between one end of valve bore 192 and land a of valve spool 190.
  • valve bore 188 is in fluid communication with the governor passage 86 at a chamber 198 formed between the end of bore 188 and valve land a of spool 186, the RND passage 68 intermediate lands a and b, a third clutch feed passage 200 intermediate lands b and c and intermediate valve spools 186 and 190, and the reverse passage 70 intermediate the valve spools 186 and 190.
  • Valve bore 192 is in fluid communication with the detent passage 116 intermediate lands 0 and d, the part throttle TV passage 114 adjacent land a, the shift TV passage 38 intermediate one end of land a of spool 190 and the end of valve bore 192, and a passage 202 connected between one end of valve bore 192 and the space intermediate lands a and b.
  • the RND passage 68 is blocked from the third clutch feed passage 200 by land b
  • the reverse passage 70 is open to the third clutch feed passage 200 between valve spools 186 and 190
  • the detent passage 116 is open to the differential area between lands c and d
  • the shift TV passage 38 is opened to the area between land a and the end of valve bore 192
  • the passage 202 is opened to the shift TV passage 38 and the differential area between lands a and c.
  • the RND passage 68 is opened to the third clutch feed passage 200, the reverse passage 70 is blocked by land 0 of spool 186 from communication with the third clutch feed passage 200, the detent passage 116 is open to the differential area between lands b and d of spool 190, the part throttle TV passage 114 is open to the differential area between lands a and b and to the passage 202, and the shift TV passage 38 is blocked by valve land a.
  • the 2-3 shift valve 58 is also a governor and throttle pressure controlled valve which operates in a manner similar to the prior art shift valves and similar to the 12 shift valve 56.
  • the part throttle TV pressure will be transmitted to the differential area between lands a and b and to the end of land a on the shift valve 58 to cooperate with the spring 196 to act against governor pressure in passage 86. Since there has been a rapid change in TV pressure and very little if any change in governor pressure at this time, the shift valve will downshift. This provides a part throttle downshift control in the transmission of the vehicle to permit a rapid part throttle interchange between second and third gears to provide increased performance in the transmission.
  • the upshift would occur, after a part throttle downshift, when the governor pressure in passage 86 was sufficient to overcome the TV and spring biases on the shift valve. However, after an upshift at this time the TV bias would remain on the shift valve since the part throttle TV passage 114 would be open between lands a and b. A further downshift, however, would not occur until the operator depressed the throttle beyond the detent position at which time detent pressure would operate on the differential area between lands b and d and cooperate with the TV and spring biases on the shift valve to create a forced downshift force or unless governor pressure in passage 86 should decrease. After a detent downshift, an upshift will occur when governor pressure increases sufficiently to overcome the biases on the shift valve.
  • the low control valve 80 includes a valve spool 204 having equal diameter spaced lands a and b and a larger diameter land c slidably disposed in a stepped valve bore 206, and a compression spring 208 compressed between valve land and one end of valve bore 206.
  • the valve bore 206 is in fluid communication with the reverse passage 70 adjacent one end of valve land a, the low feed passage 180 intermediate lands a and b, and a low reverse apply passage 210 intermediate lands b and c.
  • the low reverse apply passage 210 is in fluid communication with a friction drive establishing device 212, which is similar in construction to the low reverse friction drive establishing device shown in US. Pat. No.
  • a single area piston is used and the engagement pressure is modified by the low control valve 80 to provide one pressure in reverse and a lower pressure in low gear such that the different engagement forces can be accomplished.
  • line pressure in passage 70 is directed to the end of valve land a of the low control valve 80 to cause the valve spool 204 to move leftward against the spring 208 to open fluid communication between reverse passage 70 and the low reverse engage passage 210 past the face of valve land a. This permits full line pressure to be utilized to engage the friction device 212.
  • the intermediate-low boost valve 50 includes a valve spool 214 having equal diameter spaced lands a and b and a smaller diameter land 0 slidably disposed in a stepped valve bore 216, and a compression spring 218 compressed between one side of valve land a and the end of valve bore 216.
  • the valve bore 216 is in fluid communication with the intermediate passage 78 between lands a and b and with the intermediate boost passage 46 between lands a and b when the valve spool 214 is in the spring set position and with a chamber 220 formed by valve land c in one end of valve bore 216.
  • the fluid pressure of the boost chamber 32 assists the spring in providing a bias on the regulator valve 18 to create a line pressure that is higher than would be achieved with the spring 26 alone.
  • line pressure is boosted a fixed level above the level determined by the spring 26.
  • the reverse boost valve 48 includes a valve spool 222 having equal diameter spaced lands a and b and a larger diameter land 0 slidably disposed in a stepped valve bore 224, and a compression spring 226 compressed between one end of valve bore 224 and one side of land c.
  • the valve bore 224 and valve land 0 cooperate to form a control chamber 228 which is in fluid communication with the shift TV passage 38, and the valve land a and valve bore 224 cooperate to form a control chamber 230.
  • the control chamber 230 is in fluid communication with an axially drilled blind passage 232 in the valve spool 222.
  • the passage 232 is in fluid communication with a restricted passage 234 which communicates with the outer circumference of valve spool 222 intermediate lands a and b. In the spring set position,
  • the area intermediate lands a and b is in fluid communication with the reverse boost passage 44 and with the reverse passage 70.
  • fluid pressure in passage 70 is communicated between lands a and b to the reverse boost passage 44.
  • Pressure in the reverse boost passage 44 is transmitted through the restricted passage 234 and the axial passage 232 to the control chamber 230 where it acts upon the valve land a to cause the valve spool 222 to move to the left against spring 226 and STV pressure.
  • the valve spool will continue its leftward movement until sufficient pressure is developed in chamber 230 to move the valve spool such that valve land a will close the reverse passage 70.
  • the necessary pressure in control chamber 230 is determined by the bias spring 226 and the shift TV pressure in chamber 228.
  • the spring 226 provides a fixed bias level which is the minimum level at which the valve spool 222 will move. As shift Tv pressure increases in chamber 228, higher pressure will be necessary in chamber 230 and therefore in the reverse boost passage 44 to cause the valve spool to close the reverse passage 70. Thus the pressure in the reverse boost passage 44 is proportional to shift TV pressure and has a minimum value.
  • the pressure in the reverse boost passage 44 is communicated through the shuttle valve 42 to the RIL passage 40, and then through shuttle valve 36 to the line boost passage 34 from which line boost passage 34 is communicated to the boost chamber 32 of the regulator valve 18. Since the line boost pressure in reverse increases proportionately with shift TV pressure, the pressure in chamber 32 is a variable pressure which results in creating a variable line pressure in passage 16.
  • the line pressure in reverse therefore, varies with shift TV pressure which is proportional to engine torque demand. This permits the line pressure to increase with increasing torque demand such that the holding force placed on the friction drive establishing devices in the transmission is controlled somewhat proportionately to torque demand on the engine. This also permits an N to R shift at minimum pressure which results in smooth engagement of the clutch 82 and brake 212.
  • the trim valve 60 includes a valve spool 236 having spaced equal diameter lands a and b and a larger diameter land c slidably disposed in a stepped valve bore 238, and a compression spring 240 compressed between valve land a and one end of valve bore 238.
  • the valve land a and valve bore 238 cooperate to provide a chamber 242 which is in fluid communication with the shift TV passage 38.
  • the valve land and valve bore 238 cooperate to provide a control chamber 244 which is in fluid communication with a trim passage 246.
  • the valve bore 238 is also in fluid communication with the drive passage 74, the trim passage 246, and an exhaust passage 248.
  • the drive passage 74 is in fluid communication between land a and b with the trim passage 246.
  • fluid pressure in passage 74 is communicated between lands a and b of valve spool 236 and trim passage 246.
  • the trim passage 246 is in fluid communication with a 1-2 accumulator 250. Fluid pressure in the trim passage 246 also acts on valve land c in chamber 244 to cause the valve spool 236 to move to the right such that valve land b will discontinue fluid communication between passages 74 and 246 and if sufficient movement is obtained in the valve, spool 236 will open trim passage 246 to exhaust passage 248.
  • Shift TV pressure in passage 38 operates on the end of valve land a of chamber 242 to establish a bias on the valve spool 236 which is proportional to engine torque demand or throttle position.
  • the bias spring 240 and pressure in chamber 242 establish the pressure level to be obtained in the trim passage 246.
  • the trim pressure in passage 246 will increase.
  • the 1-2 accumulator 250 includes a piston 252 slidably disposed in a housing 254 in the manner shown to provide an accumulator chamber 256 and a trim control chamber 258.
  • the trim control chamber 258 also has disposed therein, between the piston 252 and the transmission case, a spring 260.
  • intermediate apply pressure in passage 176 is communicated to the accumulator chamber 256 to cause the piston to move in the housing 254 to provide a control of the apply pressure in the intermediate servo 134.
  • a third clutch exhaust valve 128 includes a valve spool 262 having a small land a and a larger land b slidably disposed in a stepped valve bore 264, and a spring 266 compressed between valve land b and one end of valve bore 264.
  • the valve land a and bore 264 cooperate to provide a pressure chamber 268 which is in fluid communication with the third clutch apply passage 124.
  • the third clutch apply passage 124 is also in fluid communication, through a restriction 270, with the third clutch feed passage 200 which is in fluid commuv nication with the valve bore 164 at a positioin adjacent valve land a.
  • the valve bore 264 is also in fluid communication with the governor passage 86 at the differential area between lands a and b.
  • Fluid pressure in the third clutch passage 124 operates in chamber 268 and cooperates with governor pressure in passage 86, operating on the differential area between lands a and b, to move the valve spool 262 to the right against spring 266 to permit fluid pressure in passage 124 to bypass the restriction 270 through a ball check valve 272 when the third clutch is being exhausted such as during a 3-2 downshift.
  • the third clutch will be permitted to exhaust rapidly through the ball check valve 272 while at lower speeds the third clutch pres sure will be exhausted through the restriction 270 at a slower rate.
  • the intermediate servo 134 operates a conventional band type brake used in many prior art transmissions including US. Pat. No. 3,321,056.
  • the intermediate servo 134 includes a piston 274 which is slidably disposed in a cap member 276 and in a portion of the transmission housing 278.
  • a rod 280 is operatively connected to the piston 274 by a lock ring 280a and a shoulder on rod 280 such that, as the piston 274 is stroked in the cap 276 and housing 278, the rod 280 is moved to cause the brake band to engage.
  • a compression spring 282 is disposed between the piston 274 and the transmission case to urge the piston 274 to the position shown which is the release position for the intermediate servo.
  • a pair of seals 284 and 286 are positioned on one side of the piston from a chamber 290 on the other side of the piston. Since, as is seen, the piston 274 is not a single diameter piston, there is a differential area between the sealed portions 284 and 286. This differential area 292 is connected to exhaust.
  • a rod 280 has a central passage 294 which is in fluid communication with a second ratio engage passage 176 and with the chamber 288. Thus when the second ratio engage passage 176 is pressurized by an upshift at the 1-2 shift valve 56, the fluid pressure is transmitted to the chamber 288 to apply the intermediate servo 134. The application pressure of the intermediate servo 134 is determined by the trim bias in the 1-2 accumulator 250 as discussed above.
  • the drive establishing device 82 which is the direct and reverse clutch, is similar in construction to the direct and reverse clutches shown in U.S. Pat. Nos. 3,321,056 and 3,541,887.
  • This clutch is a dual area clutch having one apply area to establish the direct or third ratio and a second area to establish the reverse ratio. During the reverse drive the second area and the first area are both applied to provide sufficient engagement force for the clutch during reverse drive.
  • the forward clutch 88 is a single area piston type clutch similar to those shown in US. Pat. Nos. 3,321,056 and 3,541,887.
  • the above described control is preferably used with transmissions having planetary gear sets such as shown in US. Pat. No. 3,541,887 with the exception that the one-way drive establishing device used in conjunction with a friction drive establishing device is not used to establish the intermediate ratio. This permits a more economical transmission to be produced.
  • the use of a washout shift between second and third ratio interchanges eliminates the need for the one-way device.
  • a transmission utilized with this control would preferably use a one-way drive establishing device for a low-ratio.
  • FIG. 18 This transmission incorporates the converter 31, a planetary gear set 300, and a one-way brake 302 for the stator of the converter 31.
  • the planetary gear set 300 has a pair of interconnected sun gears 304 and 306, ring gears 308iand 310, and planet carriers 312 and 314 on which are rotatably mounted pinion gears 316 and 318 respectively, meshing with sun gear 304 and ring gear 308 and sun gear 306 and ring gear 310.
  • the ring gear 310 and carrier 312 are drivingly connected to an output shaft 320 which drives the vehicles wheels, not shown, and governor 136.
  • the carrier 314 may be held stationary by brake 212 or by a oneway device 322.
  • the sun gear 304 and 306 may be driven by the converter 31 through clutch 82 or be held stationary by a brake band 324 operated by the servo 134.
  • the ring gear 308 may be driven by the converter 31 through clutch 88.
  • FIGS. 3 and 4 describe the pressure boost system used with the complete transmission control described above.
  • the pressure regulator valve 18, reverse boost valve 48, and the intermediate-low boost valve 50 are shown in schematic form.
  • the reverse 'boost valve receives fluid pressure from the manual control valve 20 through passage 70, and distributes a reduced pressure proportionate to shift TV to the ball check valves 42 and 36 from where it is communicated to the pressure regulator valve 18 through passage 34.
  • the intermediate boost valve 50 receives fluid pressure from the manual valve 20, when the manual valve 20 is in the intermediate or low position, and delivers a constant reduced pressure to passage 46, which is communicated through ball check valves 42 and 36 to the line boost passage 34, which is in communication with the pressure regulator valve 18.
  • FIG. 4 is a plurality of graphs which describe the vari ous boost pressures and line pressures which are found in this system.
  • the spring 26 of the pressure regulator valve 18 provides the minimum pressure in the main line passage 16. That is if no boost pressures are available to the regulator valve 18 a minimum system pressure is set by the spring 26.
  • the shift TV pressure varies from zero to some predetermined value, for example 100 PSI. As explained above the shift modulator valve 52 limits the shift TV pressure to this predetermined amount.
  • the intermediate boost pressure in passage 46 is a fixed value for all throttle settings. In the preferred embodiment of this transmission control, it has been designed to be equal to the maximum shift TV pres sure.
  • the reverse boost pressure in passage 44 has a minimum value, which is established by spring 226, and varies above this minimum value proportionate to shift TV pressure.
  • the particular system described above provides for a reverse boost that increases at a more rapid rate than shift TV pressure. This is accomplished by making valve land of spool 222 greater in diameter than valve land a. Thus with an increase in shift pressure on valve land 0 an accompanying increase in reverse boost pressure must be had on valve land a. Since the diameters are different, the reverse boost pressure must be significantly greater and increase more rapidly than the shift TV pressure.
  • the pressures will be related to the inverse area of the valve lands with which they are associated.
  • Line pressure in the system which is in passage 16 varies directly with shift Tv pressure from the minimum spring setting when the manual valve is conditioned for drive operation. As is seen on the curve in FIG. 4 the line pressure starts at a point which is equal to the spring 26 and advances upwardly in paralllel relationship with the shift TV pressure curve also shown in FIG. 4.
  • the line pressure is a constant at a value equal to the intermediate boost value plus the spring pressure valve. Therefore as seen in FIG. 4 the line pressure in intermediate and low is displaced upward from the spring 26 pressure line in an amount equal to the intermediate boost pressure.
  • the line pressure in passage 16 will follow the curve shown for reverse line pressure in FIG. 4.
  • the reverse boost has a fixed minimum value, this value must be added to the fixed spring pressure. Therefore, as seen the reverse line pressure begins at a value above the spring 26 pressure setting and rises from there on a curve parallel to the reverse boost line. It can be seen that the reverse boost and shift Tv lines on the curve are diverging thereby showing that the reverse boost pressure increases with shift TV pressure, but at a more rapid rate. As will be noted in FIG. 4 all of the pressure curves have an end portion which is flat and parallel to the TV pressure abscissa of the curve. This is produced by the shift modulator valve 52 which prevents the increase of shift TV pressure above a predetermined TV pressure.
  • FIGS. 5 and 6 show the valves associated with the throttle system in the schematic diagram
  • FIG. 6 shows the curve relationship between carburetor angle, or throttle plate opening, and pressure values.
  • pressure is distributed to the throttle valve 54 through the RNDI passage 66 when the manual valve is in either the reverse, neutral, drive or intermediate positions.
  • the throttle valve 54 has two separate valve spools as described above, a pressure reducing valve and the manual control valve 96.
  • the manual control valve 96 is operated by the accelerator pedal of the vehicle to transmit a force through spring 94 to the reducing valve 90. Line pressure in passage 66 is then reduced by the valve 90 and delivered to the TV passage 104 at a value proportionate to the force on the manual control valve 96 which is proportional to the carburetor setting.
  • part throttle TV pressure in passage 114 is introduced into the system through the manual control valve 96 at a predetermined carburetor setting. It is also seen in FIG. 6 that detent pressure is introduced into the system at a predetermined carburetor setting.
  • the detent pressure for the particular control described above, which is the preferred embodiment of this invention, is equal to the maximum shift TV pressure.
  • the controlling of detent pressure in this manner permits consistent detent forced downshifts.
  • the change in relationship between TV pressure and shift TV pressure, which is generated in the shift modulator valve 52 permits an increase operator resistance to movement of the manual control valve 96. This provides the operator with a feedback signal which indicates that he has gone beyond the detent point in the control system. This increase in forces is due to the fact that above maximum shift TV pressure, the feedback pressure in passage 38 remains constant on the manual control valve 96 while the further increase in spring force is necessary to reach maximum TV pressure which force increase must be supplied by the operator.
  • FIG. 7 and 8 show the governor 136 which may be constructed in accordance with US. Pat. No. 3,559,667, and the governor pressure versus transmission output speed curve respectively.
  • the governor as described, is driven by the output shaft 320 of the transmission, and therefore rotates at output speed.
  • the flyweights 142 and 156 generate forces proportional to the speed of the governor 136 which are transmitted to the ball valves 146 and 148 respectively through the arms 150 and 154 respectively.
  • the spring 158 provides a preload force on the ball valve 146, such that at zero output speed, the ball check valve 146 remain seated and pressure in the governor passage is controlled by exhausting past the ball valve 148 only. As shown in FIG.
  • the ball valves 146 and 148 have an area A which is in fluid communication with the pressure in the governor passage 86. Also shown is the fiyweight 156 which has a force F1 acting thereon, and the flyweight 152 has a force F2 plus Fs acting thereon.
  • the governor pressure in the low speed ranges, as seen in FIG. 8 is equal to the force F1 on the flyweight 156 divided by area A. As seen in FIG. 8 this pressure function increases proportional to the square of the speed of the output shaft. The pressure will continue to increase along this curve until it intersects the pressure curve generated by the exhaust of pressure through ball valve 146.
  • the exhaust of pressure through ball valve 46 establishes a governor pressure which is equal to F2+Fs divided by area A. It is seen in FIG.
  • this curve also increases at a rate which is proportional to the square of output speed but has a much flatter increase than the increase caused by the force Fl during the lower speed range.
  • This provides a stepped or breaking governor curve which is desirable in automatic transmissions since it provides a very flat governor curve over two different output speed ranges which permit consistent shifting characteristics in the transmission.
  • FIG. 9 is a schematic diagram of the valves described above for the entire control system which contributes to the l2 shift function.
  • FIGS. 10 and 11 are curves which describes the trim pressure versus shift TV pressure and second servo pressure versus time, respectively.
  • drive pressure is directed to the 1-2 shift valve 56 such that at a predetermined governor pressure 86 and shift TV pressure 38, the l2 shift valve 56 will upshift thereby directing fluid pressure to the second ratio apply passage 176.
  • the fluid pressure in the passage 176 operates on the servo 134 to engage the intermediate break band 324, and also operates on the accumulator 250.
  • the pressure in the accumulator 250 and therefore on the passage l76 will rise rapidly until the pressure in passage 176 is equal to trim pressure in passage 246. After the pressure in passage 176 is equal to trim pressure, the pressure in passage 176 will rise more slowly as the accumulator spring 260 is compressed by further increase in line pressure in passage 176. When the accumulator 250 has reached its full stroke, the pressure in passage 176 again will rise rapidly until it is equal to line pressure.
  • the trim pressure in passage 246 is proportional to shift TV pressure, plus the value of spring 240 in the trim valve 60.
  • the spring 240 establishes a minimum trim pressure.
  • FIG. 11 describes the pressure rise in the intermediate servo 134 during a first to second shift. As seen the pressure on the intermediate servo initially rises until the fluid pressure in passage 176 is equal to the servo spring 282. The further increase in pressure is controlled by the trim pressure.
  • the dashed line shows the variance between low throttle settings and high throttle settings which can be accompanied through the use of the variable trim pressure. When this point of the curve is reached, the servo 134 will have been fully stroked and the band will have been applied.
  • the second to third upshift control system is shown in FIGS. 12 and 13.
  • the shift modulator valve 52 and the third clutch exhaust valve 128 are not operational.
  • the 2-3 shift valve 58 will move from the second ratio position to the third ratio position.
  • fluid pressure in the RND passage 68 will be directed through the shift valve 58 to the third clutch feed passage 200.
  • Fluid pressure in the third clutch feed passage 200 passes through the restriction 270 to the third clutch engage passage 124. Fluid pressure in this passage 124 is distributed to the direct clutch 82 and to the third accumulator 290, which is part of the intermediate servo 134.
  • Fluid pressure in the third accumulator 290 and the direct clutch 82 increase at the same rate such that the third clutch 82 is engaged while the intermediate servo is disengaged by pressure in the third accumulator.
  • This provides a wash-out type shift.
  • the curve in FIG. 13 shows the third clutch pressure versus time for an upshift from second to third. The initial rise in pressure in the third clutch is created by the clutch spring 82a. This is followed by a rise in pressure which accompanies the stroke of the clutch piston, and the release of the intermediate servo 134, which is accomplished on the second to third upshift. Fluid pressure increases less rapidly while the servo 134 is being stroked by the fluid pressure in the accumulator 290. When the servo 134 has been fully stroked, the third clutch pressure and accumulator pressure will rise rapidly to equal line pressure. The dashed lines indicate the maximum clutch pressure that can be obtained when maximum shift TV pressure is available.
  • a 3-2 downshift can occur under three different conditions.
  • a detent downshift which is a forced downshift from third to second, secondly a part throttle downshift, which can also be considered a force type downshift, or thirdly a coasting downshift at substantially closed throttle conditions.
  • the shift modulator valve 52 will have been positioned by shift TV pressure in passage 38 such that the third accumulator passage 126 will be open to the third clutch passage 124 between lands a and b of valve spool 118.
  • the third accumulator will be exhausted through

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Gear-Shifting Mechanisms (AREA)
US396569A 1973-09-12 1973-09-12 Transmission control for a transmission having one drive establishing device for two independent drive functions Expired - Lifetime US3896685A (en)

Priority Applications (8)

Application Number Priority Date Filing Date Title
US396569A US3896685A (en) 1973-09-12 1973-09-12 Transmission control for a transmission having one drive establishing device for two independent drive functions
CA190,583A CA990619A (en) 1973-09-12 1974-01-21 Transmission control for a transmission having one drive establishing device for two independent drive functions
GB3398974A GB1427686A (en) 1973-09-12 1974-08-01 Transmission controls
AU72161/74A AU476487B2 (en) 1973-09-12 1974-08-09 Transmission controls
DE19742439174 DE2439174C3 (de) 1973-09-12 1974-08-13 Hydraulische Steuereinrichtung für zwei unterschiedliche Schaltdrücke in Wechselgetrieben
BR7436/74A BR7407436D0 (pt) 1973-09-12 1974-09-06 Um comando hidraulico aperfeicoado para uma transmissao multipla acionada por motor
FR7430458A FR2243374B1 (enrdf_load_stackoverflow) 1973-09-12 1974-09-09
JP10444074A JPS5330862B2 (enrdf_load_stackoverflow) 1973-09-12 1974-09-12

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US396569A US3896685A (en) 1973-09-12 1973-09-12 Transmission control for a transmission having one drive establishing device for two independent drive functions

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US3896685A true US3896685A (en) 1975-07-29

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US396569A Expired - Lifetime US3896685A (en) 1973-09-12 1973-09-12 Transmission control for a transmission having one drive establishing device for two independent drive functions

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US (1) US3896685A (enrdf_load_stackoverflow)
JP (1) JPS5330862B2 (enrdf_load_stackoverflow)
AU (1) AU476487B2 (enrdf_load_stackoverflow)
BR (1) BR7407436D0 (enrdf_load_stackoverflow)
CA (1) CA990619A (enrdf_load_stackoverflow)
FR (1) FR2243374B1 (enrdf_load_stackoverflow)
GB (1) GB1427686A (enrdf_load_stackoverflow)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2437536A1 (fr) * 1978-09-29 1980-04-25 Nissan Motor Soupape de passage de premiere en seconde vitesse dans une transmission automatique de vehicule
US4324154A (en) * 1978-09-29 1982-04-13 Nissan Motor Company, Limited Hydraulic control system of automatic power transmission
US4555964A (en) * 1983-03-10 1985-12-03 Nissan Motor Co., Ltd. Hydraulic control system for automatic transmission with shockless 4-3 shifting as well as shockless 2-3 shifting
US4607542A (en) * 1983-02-25 1986-08-26 Nissan Motor Co., Ltd. Hydraulic control system for automatic transmission with shockless 4-3 and 4-2 shiftings
US4617841A (en) * 1983-02-28 1986-10-21 Nissan Motor Co., Ltd. Hydraulic control system for automatic transmission with shockless 4-2 shifting
US4665776A (en) * 1983-02-21 1987-05-19 Nissan Motor Co., Ltd. Hydraulic control system with 4-2 timing arrangement for automatic transmission
US4724727A (en) * 1983-10-07 1988-02-16 Nissan Motor Co., Ltd. Hydraulic control system for automatic transmission
US4982624A (en) * 1988-08-02 1991-01-08 Toyota Jidosha Kabushiki Kaisha Hydraulic control device for automatic transmission for vehicle having friction engaging means operative in two jumping apart speed stages
US5836852A (en) * 1996-06-06 1998-11-17 Aisin Aw Co., Ltd. Control mechanism for automatic transmission
EP0881415A3 (en) * 1997-05-27 2000-10-25 Fuji Jukogyo Kabushiki Kaisha Hydraulic control system for continuously variable transmission
US6540635B1 (en) * 1999-06-29 2003-04-01 Jatco Ltd Hydraulic control system of automotive automatic transmission
US20030064850A1 (en) * 2001-09-28 2003-04-03 Jatco Ltd Control device for automatic transmission

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5655749A (en) * 1979-10-15 1981-05-16 Nissan Motor Co Ltd Speed changing shock reducing device for automatic change gear

Citations (4)

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Publication number Priority date Publication date Assignee Title
US2896478A (en) * 1954-09-07 1959-07-28 Gen Motors Corp Transmission control systems
US3308676A (en) * 1964-08-17 1967-03-14 Ford Motor Co Engine manifold pressure responsive control system for a multiple ratio power transmission mechanism
US3505906A (en) * 1968-02-20 1970-04-14 Ford Motor Co Remote control transmission range selector valve for an automotive vehicle power transmission mechanism
US3651714A (en) * 1969-05-21 1972-03-28 Toyota Motor Co Ltd Hydraulic control system for an automatic transmission

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2896478A (en) * 1954-09-07 1959-07-28 Gen Motors Corp Transmission control systems
US3308676A (en) * 1964-08-17 1967-03-14 Ford Motor Co Engine manifold pressure responsive control system for a multiple ratio power transmission mechanism
US3505906A (en) * 1968-02-20 1970-04-14 Ford Motor Co Remote control transmission range selector valve for an automotive vehicle power transmission mechanism
US3651714A (en) * 1969-05-21 1972-03-28 Toyota Motor Co Ltd Hydraulic control system for an automatic transmission

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2437536A1 (fr) * 1978-09-29 1980-04-25 Nissan Motor Soupape de passage de premiere en seconde vitesse dans une transmission automatique de vehicule
US4248106A (en) * 1978-09-29 1981-02-03 Nissan Motor Company, Limited First-second gear shift valve of hydraulic transmission control system
US4324154A (en) * 1978-09-29 1982-04-13 Nissan Motor Company, Limited Hydraulic control system of automatic power transmission
US4324156A (en) * 1978-09-29 1982-04-13 Nissan Motor Company, Limited Method and apparatus for hydraulic control of automatic transmission
US4665776A (en) * 1983-02-21 1987-05-19 Nissan Motor Co., Ltd. Hydraulic control system with 4-2 timing arrangement for automatic transmission
US4607542A (en) * 1983-02-25 1986-08-26 Nissan Motor Co., Ltd. Hydraulic control system for automatic transmission with shockless 4-3 and 4-2 shiftings
US4617841A (en) * 1983-02-28 1986-10-21 Nissan Motor Co., Ltd. Hydraulic control system for automatic transmission with shockless 4-2 shifting
US4555964A (en) * 1983-03-10 1985-12-03 Nissan Motor Co., Ltd. Hydraulic control system for automatic transmission with shockless 4-3 shifting as well as shockless 2-3 shifting
US4724727A (en) * 1983-10-07 1988-02-16 Nissan Motor Co., Ltd. Hydraulic control system for automatic transmission
US4982624A (en) * 1988-08-02 1991-01-08 Toyota Jidosha Kabushiki Kaisha Hydraulic control device for automatic transmission for vehicle having friction engaging means operative in two jumping apart speed stages
US5836852A (en) * 1996-06-06 1998-11-17 Aisin Aw Co., Ltd. Control mechanism for automatic transmission
EP0881415A3 (en) * 1997-05-27 2000-10-25 Fuji Jukogyo Kabushiki Kaisha Hydraulic control system for continuously variable transmission
US6306061B1 (en) 1997-05-27 2001-10-23 Fuji Jukogyo Kabushiki Kaisha Hydraulic control system for continuously variable transmission
US6540635B1 (en) * 1999-06-29 2003-04-01 Jatco Ltd Hydraulic control system of automotive automatic transmission
US20030064850A1 (en) * 2001-09-28 2003-04-03 Jatco Ltd Control device for automatic transmission
US6689006B2 (en) * 2001-09-28 2004-02-10 Jatco Ltd Control device for automatic transmission

Also Published As

Publication number Publication date
FR2243374B1 (enrdf_load_stackoverflow) 1978-06-09
JPS5330862B2 (enrdf_load_stackoverflow) 1978-08-30
JPS5055755A (enrdf_load_stackoverflow) 1975-05-16
AU7216174A (en) 1976-02-12
CA990619A (en) 1976-06-08
FR2243374A1 (enrdf_load_stackoverflow) 1975-04-04
AU476487B2 (en) 1976-09-23
GB1427686A (en) 1976-03-10
DE2439174A1 (de) 1975-04-17
BR7407436D0 (pt) 1975-09-09
DE2439174B2 (de) 1976-10-14

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